Locomotive



R. F. HALL LOCOMOT IVE Nov. 26, 1929.

Filed May 12. 1927 Patented Nov. 26, 1929 UNHTED STATES ROBERT F. HALL,OF SCI-IENECTADY, NEW YORK LOCOMOTIVE Application filed May 12,

My invention relates to means for flexibly supporting the live, orspring supported portion of a locomotive engine, and its object is to sodispose the systems into which the .5 spring appliances are divided, asto more favorably distribute the loads thereon, while preserving thestability of the spring supported portion of the locomotive againstlateral rolling movement due to irregularities in the track, centrifugalaction on curved track, etc.

A further object of the invention is to provide for the utilization ofthe improvement on locomotives of the three or four cylinder type, inwhich space is limited in the portion of the locomotive adjacent to theconnections of the inside cylinder or cylinders, by the application oftwo equalizers between the driving wheels and the leading truck, saidequalizers being disposed on each side of the middle longitudinal plane,where the clearance from adjacent parts is most favorable for theirlocation.

The improvement claimed is hereinafter fully set forth.

In the accompanying drawing: Figure 1 is a diagrammatic side viewv of alocomotive engine, illustrating an application of my invention; Fig. 2,a plan view of the same, with the boiler removed; and, Fig. 3, a planview of an alternate type of equalizer.

In the practice of my invention, referring descriptively to the specificembodiment thereof which is herein exemplified in a locor motive of theso-called Mountain or 4- 82 type, having a four wheel leading truck, 1,a group of eight driving wheels, 2, and a two wheel trailing truck, 3,the equalizing appliances are divided into two systems. The first orforward system includes the equalizing appliances of the first andsecond pairs of driving wheels, and the leading truck, these beingsprings, 4, spring hangers, 5, and side equalizers, 6, and a crossequalizer, 7, the eading truck constituting a central support, and thesprings and equalizers, on opposite sides, forming two side supports.The equalizers are spaced at such distance apart that this system issubstantially not cross equal- 1927. Serial No. 190,706.

ized for the normal maximum side rolling movements of the springsupported parts.

The second or rear system of equalizing appliances includes those of thethird and fourth pairs of driving wheels, and the trailing truck, thesebeing springs, 4, spring angers, 5-, and equalizers, 6 the springs andequalizers on opposite sides forming two side supports. The equalizers,6, of the rear system, may either be connected directly to the drivingspring arrangement, as shown, or a cross equalizer may be applied, as inthe forward system.

In the ordinary construction, the system above described is applied insubstance, but without the relation to a rear system which characterizesmy invention. All four pairs of driving wheels are equalized with thetrailing truck, with or without a transverse equalizer in rear of thefourth driving axle, and the front ends of the springs over the firstpair of driving wheels, are connected by hangers directly to the frameof the locomotive, no equalizer being applied between the driving wheelsand the leading truck, nor transversely for connection of the frontdriving Wheel springs. My improvement results in transferring thedeadend attachments of the driving springs to the frame, to a positionnear the centre of the driving wheel. base, instead of at the front end,as in present practice.

Instead of applying two separate equalizers, as shown in the drawing,they may, without departure from the spirit of my invention, be formedin a single structure, 8, (Fig. 3), having bifurcated end members and acommon fulcrum in its body, intermediate said end members, which rest ontwo points each, of the transverse equalizer and leading truck centrepin, respectively.

It will be noted that, under my invention, with the location of thecentre of gravity of the live loads above the spring rigging andequalizer proportions given, the loads on all the springs and on theleading truck, are

' determinate, as in the present standard construction. The equalizationof the front driving wheel system with the leading truck, renders theseloads determinate, and themtroduction of more than two independentequalization systems makes them indeterminate. Two equalizers betweenthe front driving system and the leading truck are provided for thepurpose of increasing lateral stability.

I claim as my invention and desire to secure by Letters Patent:

1. In a locomotive, the combination of a frame; a group of drivingwheels, ournalled therein; a leading truck, swivelling,relatively tosaid frame; equalizing means on each side of the locomotive, interposedbetween the driving wheels and the truck, including a transverseequalizer connecting the equalizing means at points forwardof the groupof driversand means having connections with said transverse equalizerand truck at points on each side of the longitudinal center of thelocomotive adaptedto transmit and deliver weight to the truck onopposite sides of its longitudinal mlddle plane.

2. Ina locomotive, the combination of a frame; a group of drivingwheels, journalled therein; a leading truck and a trailing truck,

each swivelling relatively to said rame; equalizing means, interposedbetween the driving wheels and the leading truck and adapted'totransmitweiglit'irom portion of thewgroup'of driving wheels, and deliver:It to the leading truck on opposite sides of its longitudinal centralplanes and equalizing means, interposed betweenztlie driving wheels andthe trailingtruck, and adapted to transmitweight from another portion ofthe group ofdrivingwheels, and deliver it to the trail- :ing truck, onopposite sides of its longitudinal middle plane.

3. In a locomotive, the combination of a frame ;.a group of drivlngwheels, oiii'iialled "therein; springs, through which weightis supportedon said driving wheels; a leading truck, wivelling relatively to theframe; equalizing means connected to the-springs of a pair of drivingwheels on each side of the locomotive including a transverse equalizerand hangers connecting the equalizing means to thesprings :at pointsforward of'the group of drivers and means having connections with saidtransverse equalizer and truck at points on each side of thelong1tudinal center of the locomotive for delivering weight supported onthe driving wheels, to said truck, on opposite sides of its longitudinalmiddle plane. i

4. In a locomotiveythecombination of a frame; agroup of driving wheelsjournalled therein; springs through which weight is supported on saiddriving wheels; a leading truck and a trailing truck, each swivellingrelatively'to the frame; springhanigers, connected to said springs;equalizers, connected tospring hangersiof the vforemost pair of drivingwheelsyand delivering welght' supported byfaportion of the group ofdriving members projecting from said body, having their respective armsforming the bifurcation suitably spaced from each other, to adapt themfor engagement at two spaced points on a:transverse-equalizer member andwi h a truck on opposite 'SlClGSiOI' thQ longitudinal' central plane ofthe locomotive.

6. Ina locomotive, the combination of a frame; a truck swivelingrelatively to said frame; a. group of driving wheels iournaled in theframe equalizing means interposed-between the driving wheels and thetruck, each side of the locomotive includinga transverse equalizerconnecting the-equalizing means at points forward of the group ofdrivers [and means having connections with said transverse equalizer andtruck-at points-on each side of thelongitudinalcenter ofthe locomotiveadapted "to transmit weight from a portion of the groupv of drivingWheels and delivering it to thetruck on opposite sides of itslongitudinal central plane; and equalizing means independent-of saidfirst equalizing means for another portion of the group of drivers.

'7. A (locomotive equaliz-er, comprising a fulcrum; a pair ofmembers'beyond the fulcrum at one end'of "the equalizer, suit-ablyspaced from each other to adaptweaclrforoperable engagement with'equalizing means of the locomotive for the transmission of weightpandmeans beyond "the fulcrum, at the opposite end of the equalizer, adaptedfor operable engagement with: resilient means of the locomotiveifor the"transmisioir of weight.

8. A locomotive equalizer, comprising a fulcrum; bifurcated means beyondthe fulcrum, at one end of-the equalizer, the members forming the'bifurcated -means, being 1 suitably spaced fromeachj other, to adapteach member for operable engagement with of weight. w

ROBERT HALL.

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